Motor vehicle safety arrangement

ABSTRACT

A motor vehicle safety arrangement has a pedal mechanism with at least one bearing block and at least one pedal articulated thereon. The bearing block is held by a beam member which extends approximately over the width of the vehicle and is spaced from a bulkhead delimiting the passenger compartment. In order to prevent injury to feet on frontal impact, the beam member is resistant to bending and is uncoupled from the bulkhead. The distance between the member and bulkhead is dimensioned such that, in the event of intrusion of the bulkhead as a result of a collision, the position of the beam member does not vary substantially.

REFERENCE TO RELATED APPLICATION

This application is a Rule 371 of International Application No.PCT/EP96/00188 filed Jan. 18, 1996.

BACKGROUND OF THE INVENTION

The invention relates to a safety device for a motor vehicle.

A safety device of this kind is disclosed in DE 2,151,599 C2 (B 60 R21/04). Inside a dashboard, a deformation element is there arranged,extending more or less rectilinearly over the entire width of thevehicle and configured as a knee-restraining member. The deformationmember is at the same time utilized to back up the steering gear and/orthe pedal suspension. As illustrated in more detail specifically in theparallel application U.S. Pat. No. 3,856,103, in frontal a collision,owing to the attendant bulkhead intrusion, an impact on the pedalarticulation is to be reckoned with, such that the pedal will be movedtowards the occupants and thus considerably endanger the lowerextremities especially. More recently, designs have been disclosed thatprovide either a swinging of the pedal towards the bulkhead (see DE3,904,616 A1, B 60 T 7/06) or a retraction thereof from the footnotes(see esp. DE 4,305,290 A1, B 60 K 23/00). The principle of action commonto the two sources last mentioned is that the bulkhead intrusionattendant upon a head-on collision leads to a relative displacementvis-á-vis a transversely extending and substantially flexurally rigidstructural beam. From this relative motion, by a certain arrangement offunctional parts associated with the pedal, a swinging or shiftingmotion is obtained.

SUMMARY OF THE INVENTION

The object of the invention is to provide a safety device and pedalaction for motor vehicles whereby the danger of injury to occupants ofthe vehicle may be still further reduced.

This object is accomplished by providing a vehicle with at least onepedal articulated in a bearing block and at least one beam memberextending over at least about one half the width of the vehicle andrigidly connected to the vehicle superstructure and to the bearingblock, wherein the pedal is articulated so that it will be mechanicallyuncoupled from the vehicle bulkhead upon collision-related displacementof the bulkhead.

According to the invention, then, as also in DE 3,904,616 A1 and DE4,305,290, the structural member extending transverse to the directionof travel is rendered flexurally rigid, and moreover uncoupled from thebulkhead in such manner that it will retain its spatial location even ina head-on or “offset” collision, despite bulkhead intrusion. Otherwisethan in the cited sources, however, the pedal is not arranged betweenthe flexurally rigid beam and the bulkhead, but on the flexurally rigidbeam itself. Thus the pedal, distanced from the bulkhead as a rule, atleast retains its position of safety for the occupants. According toespecially advantageous modifications of the invention, however,alternatively or additionally, a swinging motion can be generated byobtaining actuating forces for the swing or shift of the pedal from thedisplacement of the bulkhead and/or fixtures.

The articulation of the pedal directly to a beam member integral withthe superstructure is known in principle from DE 3,040,722 C2 (B 60 T7/04). Starting from a floorplate, the beam member, to be sure, is theresubstantially vertical, and incidentally comes so close to an outsidewall that in an impact on this wall by a colliding object in anaccident, the entire beam and with it the pedal articulated therein mustbe expected to move inward.

Especially advantageous is an extension of the flexurally rigid beammember between two bodywork columns, viz. for example between the twoso-called A-columns. By this measure, the stability of the bodywork inside collisions is definitely improved as well. A further embodiment ofstability can be achieved by a massive integration of the beam memberwith a central tongue extending down the middle of the vehicle. Inaddition, the beam member according to the invention may be utilized forthe lower abutment of a steering column. A heightened measure of safetyis further provided if the steering column is equipped with atelescoping force absorber. The forces exerted by the occupant on thesteering wheel during an accident are thus reduced to a tolerablemeasure.

Another advantage of the concept according to the invention is to beseen in that, for example by attachment of the brake force amplifier andmain brake cylinder to the beam member, the acoustics in the passengercompartment may be improved, because there is no longer a directacoustic transmission path from the engine compartment. In a preferredembodiment, all controls such as pedal, pushrod, brake amplifier andmain brake cylinder pertaining to the braking system as well as othergear to actuate power controls and coupling or steering parts areintegrated into one subassembly with the beam member. Supplementarily,suspension elements for an airbag support or a knee pad may also beprovided on the beam member. The knee pad may alternatively be formed bya glove compartment cover capable of abutting at least indirectly on thebeam member. This will generally also reduce the assembly outlay for amotor vehicle equipped with a pedal action according to the invention.It should also be mentioned that the beam member, being uncoupled fromthe bulkhead, is not exposed to any high stresses, so that in its stressanalysis, only the actuating forces exerted on the pedals and the deadweight of other functional parts need be considered. For this reason,the beam member is preferably made of a light metal, for exampleextruded aluminum. A hollow section produced in this way with closedcross section may at the same time serve as a conduit for air or liquid.

BRIEF DESCRIPTION OF THE DRAWINGS

Advantageous embodiments of the invention will now be illustrated inmore detail with reference to the drawing. In schematic representation,

FIG. 1 shows a perspective view of the basic installation of a beammember extracting in a passenger compartment and uncoupled from abulkhead,

FIG. 2 shows a view at the sectional plane II—II in FIG. 1,

FIG. 3 shows a top view of the beam member represented in FIG. 1,

FIG. 4 shows a special articulation of a beam element built according toFIG. 1 to column parts of a vehicle,

FIG. 5 shows a modification of the embodiment represented by way ofexample in FIG. 2,

FIG. 6 shows a refinement of the invention in a view comparable to thatof FIG. 2,

FIG. 7 shows a top view corresponding to FIG. 6,

FIG. 8, in a view comparable to FIG. 2, shows the arrangement of a mainbrake cylinder inside of the passenger compartment,

FIG. 9 shows an embodiment in which the pedal swing is obtained from a“collision”-related bulkhead displacement,

FIG. 10 shows, in a view comparable to FIG. 2, a brake force amplifierpivotable on a vertical axis, initiating a pedal swing uponcollision-related displacement,

FIG. 11 shows a top view of the arrangement according to FIG. 9,

FIG. 12, in a view comparable to FIG. 2, shows a pedal action in which amain brake cylinder is actuable by means of a tension bar,

FIG. 13 shows a modification of the arrangement according to FIG. 12,

FIG. 14 shows a pedal action with servo drive associated with thepedals, making a pedal swing possible independently of bulkheadintrustion, and

FIG. 15 shows a modification of the embodiment represented by way ofexample in FIG. 13.

DESCRIPTION OF PREFERRED EMBODIMENTS

In all figures, like parts bear like reference numerals.

In FIG. 1, we see a portion, no reference numeral, of a front area in avehicle, not otherwise shown in detail. As an essential part of theinvention, a tubular beam member 1 is here represented, extendingbeneath an unreferenced water box between a left-hand A-column 2 and aright-hand A-column 3, and secured to these by end flanges 4 and 5 withscrew or plug connections. The A-columns 2, 3 typical in modern vehicleconstruction are members of the superstructure, which after a collisionhardly change their position relative to each other or to other bodyportion not affected by the collision. The beam member 1 is set inwardfrom a bulkhead 6 bounding the passenger compartment far enough so thatin hard head-on collisions, preferably no contact between these partswill result or else the intrusion of the bulkhead 6 will be positivelyarrested by the beam member 1. Struts 7 and 8 support the midportion ofthe beam member 1 from a central tunnel 9, part of a floor plategenerally designated 10. The strut 8 on the driver's side serves furtherfor attachment of a steering gear frame 11, by which a steering column12 is held in manner not shown in detail, its upper and terminated by asteering wheel 13 and its lower end connected to the beam member 1 byway of a bottom steering column bearing 14. Alternatively to attachmentof the steering column 12 to the frame 11, the upper end may be mounteddirectly on a water box, here not shown in detail, bounding the bulkhead6 at the top. The dimensioning of the water box is designed forcollision conditions in such a way that the upper pivot remains nearlystationary. By means of an articulation 15, merely indicatedschematically, the steering motion applied to the steering wheel 13 istransmitted to a steering gear, not shown in detail, associated with therunning wheels of the vehicles. By the connection of the steering column12 to the stationary beam element 1 by way of the steering columnbearing 14, the steering action is rendered independent of bulkheadintrusion. In this way, the steering motion is utilized also to preparefor an occupant-restraining function.

According to an especially advantageous refinement of the invention, themounting on the steering gear frame 11 is rendered yielding in adeliberately preassigned manner, so that in event of a collision, adefined motion of the steering column can be achieved. Because in ahead-on collision the main loads from the engine compartment anterior tothe bulkhead 6 are assumed by the beam member 1 as arranged according tothe invention, a diminished reaction compared to a conventional mountingof the upper end of the steering column will suffice. By suitablematching with the deformation behavior of the water box, after an impacton the steering wheel 13 in an accident, the kinematics of the toparticulation of the steering column 12 can be influenced in a controlledmanner, especially if a deformationally fairly rigid strut connects thearticulation to a stationary body part, for example the central tunnel.Preferably, the trajectory of the articulation in a collision isconceived so that the angle included between centerline of steeringcolumn and floor plate 10 is diminished in absolute value, so as to movean airbag (here not shown) installed in the steering wheel 13 into animproved restraining position vis-á-vis the occupants. The steeringwheel 13 is thus moved downward in a defined member.

Essential components of the pedal action associated with the beam member1 are a clutch pedal 16, a brake pedal 17 with footboard 17 a and a gaspedal 18. The bearing member 1, being hollow with a closedcross-sectional profile, has segments which are parts of an air orliquid delivery system.

Beyond the area represented in FIG. 1, the steering column 12 in FIG. 2is of telescoping construction, to wit with an integrated force absorber12 a between a bottom steering column portion 12 b and a top steeringcolumn portion 12 c. In the latter, a steering wheel shaft 13 a isarranged bearing the energy-absorbently yielding steering wheel 13 atits upper end and abutting at its bottom end against the bottom steeringcolumn portion 12 b ahead of the force absorber 12 a. When the steeringwheel 13 is acted upon by occupant impact in an accident, the forceacting upon the occupant is transmitted to the beam member 1 andabsorbed with the aid of the force absorber 12 a down to an allowablemaximum. Also, FIG. 2 shows a brake force amplifier 19, attached to thebulkhead 6 in the engine compartment outside of the passengercompartment together with an associated main brake cylinder 20 andcapable of being acted upon by a pushrod 21 from the brake pedal 17. Thelatter is articulated by a pivot 22 to a bearing block 23, which in turnis rigidly connected to the beam member 1. In event of an actuation ofthe brake pedal 17 as indicated by the arrow 24, the brake pedal 17 willswing about the pivot 22. An upper end 25 of an actuating rod 26, to bedescribed in more detail later on, acts as a step when the brake pedalis again held in rest position by spring action.

Now the construction of the actuating rod 26 is such that, by way of aweak spot 27, preferably in the neighborhood of the bulkhead 6, it isarranged stationary in the first instance relative to the beam member 1.The strength of the weak spot 27 is so proportioned that the function ofthe pedal-stop 25 is always assured in normal operation. The actuatingrod 26 is also associated with a slide bearing 28 traversed by the pushrod 21 associated with the brake force amplifier 19. Relative to a massH (for example a transmission casing or an engine block) displaceablerelative to the superstructure in a head-on collision, the actuating rod26 acting as transmission member is so oriented that upon displacementof the mass M according to the arrow 29, the brake pedal 17 will beswung by the stop 25 about the pivot 22 according to the arrow 30.Additionally, the deflection of the push rod 21 into the position showndotted also provides for a rotation of the brake pedal 17.Advantageously, the length of the actuating rod 26 is such that afterthe buckling of the brake push rod 21 as indicated in the drawing, thebrake pedal 17 is no longer in contact with the stop 25. The positiveguidance of the brake pedal 17 is relieved in this way, so that a footthat may be caught between the bulkhead 6 and the brake pedal 17 willnot be crushed.

From the foregoing description, then, it will be clear that in theembodiment shown by way of example in FIG. 2, the uncoupling of beammember 1 and bulkhead 6 on the one hand, and the additionally introducedswing of the pedal system away from the occupants on the other hand,provide a multiple measure of safety against foot injuries.

For closer illustration of the situation represented in FIG. 2, the topview in FIG. 3 shows the principle of operation of the actuating rod 26in conjunction with the mass M and the brake pedal 17. Likewise seen arecogs 31, 32 whereby, besides the brake pedal 17, the clutch pedal 18 andthe gas pedal 16 are likewise movable out of the danger zone towards thebulkhead 6 in a frontal collision.

In the embodiment illustrated by way of example in FIG. 2, thetelescoping construction of the steering column 12 has the effect thatupon displacement of the steering gear towards the passengercompartment, the top part of the steering column 12 attached to theframe 11 is not subjected to additional load. The location of thesteering wheel 13 relative to the occupant is thus maintained.

The abutment of the beam member 1 by way of the struts 7 and 8 ensuresthat in a side collision, the beam element 1 cannot buckle. This measuresubstantially improves the resistance of the entire vehicle body tolateral impact. At the same time, the invention thus permits theadaptation of a safety concept disclosed in DE 3,928,869 A1 (B 60 E21/100). Depending on installation conditions, separate struts 7, 8 maysometimes be dispensed with, in which case for example the beam member 1may be attached directly to the central tunnel. Another modification mayconsist in that the central tunnel 9 is elevated towards the bulkheadend, and the beam member 1 made bipartite and linked directly to thecentral tunnel 9. In a simplified embodiment, the half associated withthe passenger side might be dispensed with. This might be the caseespecially if other measures have been taken to realize the safetyconception described in DE 3,928,864 A1.

Likewise in the case of the modification represented in FIGS. 4 and 5, acrash-related relative motion of the mass M with respect to the vehiclebody in the direction of the arrow 29 will cause a swing of the pedal 17in the direction of the arrow 24. In addition or alternatively to theembodiment shown in FIG. 2 by way of example, there will here of coursebe an action by the mass M upon the bearing block 23 through theactuating rod 26, causing the bearing block to rotate in the directionof the arrow 33 to move the pedal 17 in the direction of the arrow 24.To permit a torsion of the beam member 1 according to the arrow 33, thebearings of the beam member 1 at the two A-columns 2 and 3 are rotatableafter exceeding a preassigned force. For the example of the A-column 3,this rotatable articulation will now be described in more detail withreference to FIG. 4. The fastening flange 4 here comprises a receptaclesleeve 34 in which the free end of the beam member 1 is inserted. Thetorsional safety between beam element 1 and sleeve 34 is provided by ashear pin 35, which will fail just when, for example in a head-oncollision, the force exerted by the mass M on the actuating rod 26exceeds a certain preassigned value. considering the elastic torsionalbehaviour of the beam member 1, the strength of the shear pin 35 is soproportioned that for serious frontal impacts, a torsion of the beammember 1 in the direction of the arrow 33 will always be possible. Inthis place, it may be noted that instead of shear pins, shear teeth orfrictional couplings would be possible. Likewise conceivable is thedeliberate incorporation of weak spots in the nature of cross-sectionalreductions with a positive geometrical connection between beam member 1and sleeve 34. The connections between beam element 1 and struts 7, 8might be made in the same way. The bearing block 23 may be fixed to thebeam member 1 by a shear-pin secured connection, to reduce the masses tobe rotated in a swing of the pedal to a minimum.

In the embodiment shown by way of example in FIGS. 6 and 7, the brakeforce amplifier 19 is uncoupled from the bulkhead. In the case ofcollision-related intrusion of the bulkhead 6, the brake force amplifier19 held on the beam member 1 by ribs 36, 37 and an actuating washer 19 a(see FIG. 6) will remain in the position shown in the drawing, becausethe bulkhead 6, owing to an elastic connection with the attachmentwasher 19 a can execute motions relative to the brake force amplifier byway of a rotary diaphragm 38. Then the push rod 21 will not impress anydisplacement motion on the brake pedal 17. The position of the bearingblock 23 relative to the ribs 36 and 37 on the one hand and thetransverse member 1 on the other hand will also remain unchanged. Theintrusion of the bulkhead 6 is thus rendered entirely independent of thepedals, and consequently cannot lead to a dangerous displacement of thepedals 16 to 18 towards vehicle occupants.

The principle of function in the embodiment shown by way of example inFIG. 8 is similar. Here the brake force amplifier 19 and main brakecylinder 20 are likewise completely uncoupled from the bulkhead. Theattachment of these two parts, however, is directly to the beam member1, to wit in this case for example above the bottom steering columnbearing 14. The brake pedal 17 linked to the bearing block 23 transmitsthe actuating motions not directly into the engine compartment,therefore, but acts in the first instance on the brake system componentsarranged in the passenger compartment (main brake cylinder 20, push rod21, brake force amplifier 19. The connection to the brake system of thevehicle is made thence by way of systems of lines known per se throughthe bulkhead 6. The integration of brake force amplifier 19 and mainbrake cylinder 20 may expediently be effected within the contour of aninstrument panel, so that visually the configuration according to theinvention is not noticeable to the occupants.

It should be emphasized as to the embodiment represented by way ofexample in FIG. 8, that this can be rendered highlyinstallation-friendly, to wit especially so if the beam member 1 and thefunctional members associated with the pedals and the brake system arecombined in a subassembly. Furthermore, the concept illustrated in FIG.8 is usable in like manner with restriction for right-hand or left-handsteering vehicles. Besides, space is saved in the engine compartment, sothat this concept is especially of interest for the development of newcompact vehicles. Removal of the main brake cylinder 20 as well as ofthe brake force booster 19 from the bulkhead 6 is highly advantageousacoustically also.

The embodiment in FIG. 9 shows how a collision related intrusion of thebulkhead 6 in the direction of the arrow 39 can be converted into aswinging motion of the brake pedal 17. For this purpose, a bearing block23′ is arranged on the beam member 1, mounted stationary, and a slideguide 40 is recessed in it. The clear width of this guide 40 is slightlysmaller than the diameter of a link pin 41 by which the brake pedal 17is suspended. In normal operation, the brake pedal 17 pivots on the pin41, thus permitting a displacement of the push rod 21 against thedirection of the arrow 39. By means of restoring springs not here shownin detail, when the main brake cylinder 20 is not actuated, the brakepedal 17 moves automatically towards a pedal stop 42, being a fixed partof the bearing block 32 and hence likewise stationary in relation to thebeam member 1. A displacement of the brake force booster 19 attendantupon the intrusion of the bulkhead 6 into the dotted position makesprovision so that above the pedal stop 42, a tilting moment isintroduced into the brake pedal 17 as well. This acts upon the lift pin41 to the effect that the slide guide 40 is widened, making possible arotation of the brake pedal 17 about the pedal stop 42 even under load.For definite fixation of the pedal stop 42, the open end of the guide 40may be closed if desired. The length of the slide guide 40 is in anyevent so dimensioned that a maximal swingability of the brake pedal 17about the pedal stop 42 is possible. In addition or alternatively to theembodiment shown by way of example in FIG. 9, instead of a slide guide,the use of an elastic element is conceivable, whose resistance todeformation is so proportioned that the link pin 41 is definitely fixedin normal operation, and that upon collision-related intrusion of thebulkhead 6 and hence of the push rod 21, a swing about the pedal stop 42is possible. As an alternative, a controlled weak spot may be providedin the link pin 41, which gives way when a certain force exerted by thepush rod 21 is exceeded, thus no longer preventing a swing about thepedal stop 42.

Another possibility for collision-related dislocation of pedal levers isshown in FIGS. 10 and 11. Of special importance in this arrangement isthe collision-related rotatability of the brake force booster 19 withmain brake cylinder 20 about a substantially vertical axis 43,here/indicated by a dot-dash line in FIG. 10. To secure this verticalrotatability, points of articulation 44 and 45 provided on the bulkhead6 are engaged by articulation pins 46, 47, which in turn are held on thehousing of the brake force booster, 19. The bearing block 23 isconnected by a shear part 48 to the superstructure-fixed beam member 1.The rest position, the brake pedal 17 is in contact with a pedal step 42associated with the bearing block 23. In addition, FIG. 11 shows a massM, which in a frontal impact executes a motion relative to the vehiclebody and is laterally offset with respect to the vertical axis 43passing through the housing of the brake force booster 19. In event ofan impact upon the brake force booster 19 by the mass M in the directionof the arrow 49, the booster 19 is rotated about the axis 43, leading toa lateral deflection of the push rod 21 into the position shown dotted.The forces applied through the push rod are so great that the shear part48 will give way, and a forward displacement of the pedal block 23together with the pedals into the position likewise shown dotted willoccur. This removes the pedals both laterally and in the directiontoward the bulkhead 6 from the danger zone. Even without any lateraldisplacement of the pedals, the rotation of the brake force booster 19may also be utilized to disengage the brake push rod 21 from thearticulation to the brake pedal 17. The brake pedal 17 is therebyrendered idle, and so no longer dangerous to the occupants.

The concept illustrated in FIGS. 10 and 11 may also be used inoverlapping combination with the embodiments previously described.

In the embodiment of FIG. 12, the main brake cylinder 20 is actuated bya tension bar 50 attached to the brake pedal 17 above the point ofarticulation 22. Such tensile actuations are known in principle in theprior art. The action of the mass M on the brake force booster 19 andmain brake cylinder 20 in the direction of the arrow 51, by way of theresulting displacement of the tension bar 50, then leads—alone or incombination with a simultaneous intrusion of the bulkhead 6—to a swingof the brake pedal 17 towards the bulkhead 6 (see arrow 24). Thissolution is especially of interest for vehicles in which for example thecylinder head of an internal combustion engine is arranged close behindthe brake force booster 19. Instead, depending on installationconditions, an actuating block affecting the brake force booster 19 maybe provided on a gear casing or engine block not shown here in detail.The actuating block may be molded on beforehand or bolted in placesubsequently.

An articulation with the brake pedal 17 above the pivot 22 is alsopossible with a brake push rod if coupled to the brake pedal 17indirectly by way of a conventional schematically illustrated leverarrangement 21 a mounted on the beam member 1.

A pedal swing with extremely short response time on commencement of anaccident makes possible the modification represented in FIG. 14. Herethe brake pedal 17 is associated with a servo 52 fixed to the bearingblock 23, a servo of pyrotechnical design in this instance. A propulsivecharge 53 can be fired by a symbolically represented control 54, actedupon in turn by at least one collision sensor 55. Other output lines,here unnumbered, of the control 54 may for example be connected tovarious airbags or belt-tightening means, and are generally present inany case on vehicles of recent type. In this way, a conventional safetyconcept may readily be augmented by a foot-protection component.Alternatively to the embodiment shown by way of example in FIG. 14, theservo may also be used to displace the bearing block 23 relative to thebeam member 1. For this purpose, the bearing block 23 should for examplebe held arrested in a slide guide extending in lengthwise direction ofthe vehicle. Then upon activation of the crash sensor 55, first thearrest is released, and then the servo triggers the displacement.Instead of a pyrotechnical propulsive charge, spring-actuated, electricmotor, hydraulically or pneumatically actuated servos may be provided tomove a piston 56 of the servo 52 in the direction of the arrow 57 inorder to swing the brake pedal 17. This recommends itself especiallywhen, in the area of the pedal, there are already supply lines for atleast one of the forms of energy last mentioned.

It is important in this connection that the swinging of pedal levers isnot confined to servos associated with a nearly immovable beam member.Likewise in the case of bulkhead-side attachment to a bearing block 23(see FIG. 15), such a servo 52, because of its very short response time,can be very helpful, especially so if the bulkhead intrusion as such islimited to a minimum by appropriate design measures.

As an example of the manifold serviceability of the stationary beammember 1, a torn-out portion of FIG. 14 shows a knee pad 58 with asupport plate 59 covered with soft padding 60, preferably by foaming. Byway of a guide member 61 and an energy-absorbing, yielding force limiter62, each associated with a retaining element 63 attached to the beammember 1, the knee impact forces can be transmitted to the flexurallyrigid beam member 1 and so directly into the vehicle superstructure. Bycontrast with the generic prior art, then, the beam member here is notitself deformable, so that independently of knee impact events, theswing of the pedals can be positively controlled kinematically. It ishere noted that the representation in FIG. 14 is strictly schematic innature, individual functions being therefore assigned to separate parts.For simplification in actual practice, however, integration may beintroduced. It is advisable, for example, to combine the functionalparts 59 and 61 to 63 into a single part.

The remaining element 63 may additionally or alternatively be adapted tothe attachment of an airbag arrangement 63 a which is schematicallyillustrated in FIG. 14. The latter may accommodate a passenger-sideairbag or, according to an especially advantageous modification, afootroom airbag, placing itself protectively over the pedals and servingto displace the lower extremities away from the bulkhead 6 in thedirection of the seat.

To summarize, it may be stated that by the uncoupling of the flexurallyrigid beam member 1 from the bulkhead 6 according to the invention,manifold opportunities are gained to provide effective protection forthe lower extremities of a vehicle occupant. Depending on installationconditions, any number of the measure hereinbefore described may becombined with each other.

What is claimed is:
 1. Safety apparatus for a motor vehicle having apassenger compartment for occupants and a vehicle superstructurecomprising: at least one pedal articulated on a bearing block; at leastone beam member extending over at least about one-half the width of thevehicle and spaced from a bulkhead bounding the passenger compartment;and the beam member rigidly connected to members of the superstructurein such a manner that the relative positions of the beam member and thesuperstructure members will be nearly unchanged after a vehicularaccident compared to the relative positions of those members before theaccident; wherein the bearing block is rigidly connected to the beammember, so that the beam member and the bearing block, as well as the atleast one pedal articulated thereon will be mechanically uncoupled fromthe bulkhead upon collision-related displacement of the bulkhead. 2.Safety apparatus according to claim 1 including a main brake cylinderattached to the beam member which is capable of being acted upon by apedal through an actuating linkage.
 3. Safety apparatus according toclaim 2 including a brake force booster associated with the main brakecylinder attached to the beam member.
 4. Safety apparatus according toclaim 2 wherein the actuating linkage acting upon the main brakecylinder is a push rod which is articulated at an upper end of thepedal.
 5. Safety apparatus according to claim 4 wherein the pedal iscapable of being acted upon by a force transmission member, which isdisplaceable in the event of a collision and is located in front of thebulkhead part, through the tension bar and the main brake cylinder insuch manner as to swing in the direction of the bulkhead in the event ofa displacement of the force transmission member toward the passengercompartment.
 6. Safety apparatus according to claim 1 including asteering column bearing for a steering column attached to the beammember.
 7. Safety apparatus according to claim 6 wherein a steeringwheel capable of being impacted by the occupant is arranged at an end ofthe steering column spaced from the steering column bearing and whereinthe steering column is supported at least indirectly on the beam in thevicinity of a lower steering column bearing and is capable oftelescoping and limiting by energy absorption an impact exerted on thesteering wheel in a collision.
 8. Safety apparatus according to claim 1wherein the beam member is supported from a central tunnel of the motorvehicle.
 9. Safety apparatus according to claim 1 wherein the beammember is rotatably supported and is held in a preassigned position byreleasable retaining elements.
 10. Safety apparatus according to claim 9wherein the retaining elements comprise shear pins capable of beingshared off when a preassigned stress is exceeded.
 11. Safety apparatusaccording to claim 1 wherein the pedal is capable of being acted upon byforce transmitted by a force transmission member so that it is swingablewith a footpad toward the bulkhead upon said collision-related relativedisplacement of the force transmission member.
 12. Safety apparatusaccording to claim 1 including a brake force booster cooperating withthe pedal and wherein the brake force booster is mechanically uncoupledfrom the bulkhead and is outside of the passenger compartment. 13.Safety apparatus according to claim 12 wherein a fastening washerassociated with the brake force booster is attached to a frontal wallend of the bearing block and protrudes into a recess of the frontal walland is sealed from the recess by an encircling movable diaphragm. 14.Safety apparatus according to claim 1 including a bearing shaft in thebearing block for articulation of the pedal wherein the bearing shaft isswingable out of a rest position about a lower bearing point of thebearing block if a collision force exceeding a preassigned force isexerted on the pedal.
 15. Safety apparatus according to claim 14 whereinthe bearing shelf is supported in a curved slide guide having a widthwhich is less than a diameter of the shaft.
 16. Safety apparatusaccording to claim 1 wherein a bearing shaft provided for articulationof the pedal to the bearing block is supported by a deformation membersupportable at least indirectly against the beam member.
 17. Safetyapparatus according to claim 1 including a servo connected to anaccident sensor means associated with at least one of the bearing blockand the at least one pedal, whereby the bearing block and the at leastone pedal are movable in the direction of the bulkhead.
 18. Safetyapparatus according to claim 1 including energy-absorbing yielding kneepads supported on the beam member.
 19. Safety apparatus according toclaim 1 including fastening means for an airbag arrangement supportedfrom the beam member.
 20. Safety apparatus according to claim 1 whereinthe beam member is hollow with a closed cross-sectional profile, and atleast parts of the beam member are parts of a fluid delivery system. 21.Safety apparatus for a motor vehicle having a passenger compartment foroccupants and a vehicle superstructure comprising: at least one pedalarticulated on a bearing block and connected to a main brake cylinder byway of an actuating linkage; at least one beam member extending overabout one-half of the width of the vehicle and spaced from a bulkheadthe passenger compartment; a force transmission member which isdisplaceable in response to a collision operatively arranged so that theforce transmission member is capable of acting upon the actuatinglinkage to swing or shift the at least one pedal in event of acollision-related displacement of the force transmission member relativeto the beam member.
 22. Safety apparatus according to claim 21 whereinthe bearing block is connected to the beam member by way of a shearmember, and is displaceable by force transmitted by the forcetransmission member and the actuating linkage in an event ofaccident-related displacement of the force transmission member. 23.Safety apparatus according to claim 22 wherein the pedal is capable ofbeing acted upon by force transmitted by the force transmission memberso that it is swingable together with a foot pad toward the bulkheadupon said collision-related displacement.
 24. Safety apparatus accordingto claim 1 or 21 wherein the beam member is attached to columns of thevehicle superstructure that extend substantially vertically.
 25. Safetyapparatus according to claim 1 or 21 wherein the beam member extendingacross about one-half the width of the vehicle is attached at one end toone member of the vehicle superstructure and at the other end to acentral tunnel.